Search Images Maps Play YouTube News Gmail Drive More »
Sign in
Screen reader users: click this link for accessible mode. Accessible mode has the same essential features but works better with your reader.

Patents

  1. Advanced Patent Search
Publication numberUS2934930 A
Publication typeGrant
Publication dateMay 3, 1960
Filing dateJul 31, 1958
Priority dateJul 31, 1958
Publication numberUS 2934930 A, US 2934930A, US-A-2934930, US2934930 A, US2934930A
InventorsLouis P Garvey
Original AssigneeGen Motors Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Coincidental door locking system
US 2934930 A
Abstract  available in
Images(5)
Previous page
Next page
Claims  available in
Description  (OCR text may contain errors)

May 3, 1960 L. P. GARVEY COINCIDENTAL DOOR LOCKING SYSTEM 5 Sheets-Sheet 1 Filed July 31, 1958 INVENTOR. fimkfiky BY May 3, 1960 L. P. GARVEY COINCIDENTAL DOOR LOCKING SYSTEM 5 Sheets-Sheet 2 Filed July 31, 1958 IN VENTOR a y/kfizfey ATTOQNEY y 3, 1960 L. P. GARVEY 2,934,930

COINCIDENTAL DOOR LOCKING SYSTEM Filed July 31, 1958 w 5 Sheets-Sheet 3 INVENTOR.

y 3, 1960 L. P. GARVEY 2,934,930

COINCIDENTAL DOOR LOCKING SYSTEM Filed July 31, 1958 5 Sheets-Sheet 4 SPACE/V010 L067! P037 7704 INVENTOR.

May 3, 1960 L. P. GARVEY 2,934,930

COINCIDENTAL DOOR LOCKING SYSTEM Filed July 31, 1958 5 Sheets-Sheet 5 BY W COINCIDENTAL DOOR LOCKING SYSTEM Louis P. Garvey, Birmingham, Mich., assignor to Gem eral Motors Corporation, Detroit, Mich., a corporation of Delaware Application July 31, 1958, Serial No. 752,354

7 Claims. (Cl. 70-264) This invention relates to a vehicle door locking system, and more particularly to a coincidental door locking system for a vehicle having a plurality of doors.

One feature of the invention is that it provides an improved vehicle door locking system; another feature of the invention is that it provides a novel coincidental door locking system for a vehicle having a plurality of doors; a further feature of the invention is that it provides a novel switch actuator in a door lockingsystem; still another feature of the invention is that it provides a novel coincidental door locking system whereby a door may be individually locked or unlocked by conventional mechanical means upon movement of a manual lock operating member (as a garnish molding button) a predetermined distance in one direction, and whereby all the doors may be automatically locked or unlocked by movement of said manual operating member beyond said predetermined distance in said one direction; and yet a further feature of the invention is that it provides indicating means and a novel operator therefor to give an indication that a door is unlocked.

Other features and advantages of the invention will be apparent from the following description and from the drawings, in which:

Fig. 1 is a fragmentary side elevational view of a portion of an automobile having the improved door locking system mounted therein, portions of the outer panels of the front and rear doors being broken away to show underlying structure;

Fig. 2 is an enlarged view of a portion of the front door of the automobile of Fig. 1, showing the latch and motor operating means therefor;

Fig. 3 is an enlarged view of a portion of the rear door of the automobile of Fig. 1, showing the latch and motor operating means therefor;

Figs. 4, 5, 6, and 7 are detail views of the switch and switch actuator in the front door, showing the parts in different positions during a cycle of operation;

Fig. 8 is a top plan view of the switch and switch actuator; and

Fig. 9 is a schematic diagram of the electrical circuit.

This invention provides a novel coincidental door locking system particularly designed for a four-door automobile wherein each door may be individually locked or unlocked by conventional mechanical means, or wherein the doors may simultaneously be locked or unlocked by electrical means, the control apparatus for which may be associated with each front door. In this system there is a locking solenoid and an unlocking solenoid connected to the locking lever of the door latch in each door. All the locking solenoids are connected in parallel in a locking circuit, and all the unlocking solenoids are connected in parallel in an unlocking circuit. In each front door there is a single-pole, double-throw switch for selectively energizing either of these circuits, the switches being operated through the garnish molding button which is connected to a switch actuator having a lost motion United States Patent ice operating connection with the switch. In each rear door the garnish molding button or other manual lock operating member may be operated in conventional manner to lock and unlock that individual door mechanically. Similarly, in each front door the garnish molding button or other manual lock operating member may be operated in conventional manner to lock and unlock that individual door mechanically. Furthermore, either front door garnish molding button may be pulled up beyond its conventional unlocked position to energizethe unlocking circuit through the switch actuator and unlock all doors; and similarly, the button may be pushed down beyond its normal lock position to energize the locking circuit and lock all doors. The invention makes use of the usual garnish molding button which serves the double function of mechanically locking an individual door or coincidentally locking all the automobile doors.

Referring now more particuarly to the drawings, an automobile designated generally as 10 has a front door 12 and a rear door 14. The front door is hingedly mounted in conventional manner (not shown) at its front edge on the automobile body and the rear door is hingedly mounted at its front edge in conventional manner (not shown) on 'a body center pillar 16. While not shown in the drawings, there are similar front and rear doors at the opposite side of the automobile.

In the front door 12 a latch designated generally as 20 is mounted. This latch, which is shown in Fig. 2, is basically similar to the latch which is described in detail in the copending application of Stanley D. Cockburn et al., entitled Rotary Gear Bolt Door Latch, filed November 16, 1953, as Serial No. 392,266, now Patent No. 2,871,049, issued July 27, 1959. In latches of this general type there is an intermittent link mounted for movement in two directions. When the latch is in unlocked condition, operation of the outside push button works through the intermittent link to move a detent out of engagement with a ratchet unitarily mounted with the latch bolt. When the latch is in locked condition, the intermittent link is swung to an out-of-the-way position so that upon operation of the outside push button, the link merely free wheels, being uncoupled from the detent and effectively locking the door against outside operation. The latch of Patent No. 2,871,049 is similar in the use of an intermittent link which may be uncoupled from the detent to lock the door. A latch identical with the latch 20 is shown and described in the copending application of James D. Leslie, entitled Rotary Bolt Door Latch,

filed September 13, 1955, as Serial No. 534,034 now Patent No. 2,877,043, issued March 10, 1959.

Referring particularly to Figs. 1 and 2, the latch 20 comprises a frame 22 mounted inside the door between the outer and inner panels thereof. A latch bolt 24 in a bolt housing 26 projects through an opening in the jamb face of the door for engagement with a keeper mounted on the body pillar 16. This keeper may be similar to the keeper shown in Patent No. 2,871,049. The bolt is held against rotation in one direction to prevent the door from being opened by engagement of a detent which is mounted on the latch frame with a ratchet which is mounted for rotation with the bolt, an end of the detent being shown at 28 in Fig. 2. For operation from inside the automobile, there is a multi-armed lever 30 pivoted at 32 on the latch frame. One arm of this lever terminates in a notch, the Walls of which straddle the detent 28. Another arm of the lever terminates in a turned flange which lies adjacent one arm of a remote bell crank 34 which is pivoted at 36 on the latch frame and which is connected by a rod 38 to a turn handle 40 swingably mounted on the, door inner panel.. When the handle 40 is turnedin a door-opening direction, it pulls on the rod 38, swinging the remote bell crank 34 in a counterclockwise direction in Figs. 1 and 2. The bell crank 34 picks up the multi-armed lever 30 and swings it in a clockwise direction, swinging the detent 28 downwardly out of engagement with the bolt ratchet. The bolt is now freely rotatable and the door may be opened. For operation from outside the automobile, there is a push button 42 slidably mounted in a gripping handle 44 which is fixedly mounted on the door outer panel. A rod 46 connects the push button mechanism with a lever 48 which, as shown in Fig. 2, is connected to an intermittent link 50. Operation of the push button 42 causes downward movement of the intermittent link 50 so that a shoulder 50a hereon picks up the detent 28 to swing it out of engagement with the bolt ratchet.

To lock the door against outside operation, the intermittent link 50 is swung in a clockwise direction in Fig. 2 to move the shoulder 511a to the left in Fig. 2 so that the detent 28 lies out of the path of downward movement of the shoulder 50a when the push button 42 is depressed. In other words, the intermittent link is uncoupled from the detent so that it merely free wheels when the push button is operated, and the detent is left undisturbed. The intermittent link 56 is connected to one arm of a bell crank 52 pivoted at 54 on the latch frame. The other arm of the bell crank 52 is connected by a rivet 56 in a slot formed in a locking member 58 which is pivotally mounted at 60 on the latch frame. This locking member is movable between locked and unlocked positions being yieldably held in either position by an overcenter spring 62 which is connected between the locking member 58 and the latch frame. The locking member is limited in its range of pivotal movement and blocked against overtravel in either direction by stop means here shown as a tab 58a bent from the member 58 and extending through a slot 22a in the latch frame. In order to lock the door from outside, there is a conventional key cylinder arrangement 64 mounted on the door outer panel and connected by a rod 66 to a rock lever 68 which is pivotally mounted on the latch frame and which is connected to a link 70, the upper end of which is connected by the rivet 56 to the locking member 58. Rotary movement of a key in the key cylinder will shift the locking member 58 between its locked and unlocked positions. For locking from inside the car, there is a conventional manual lock operating member comprising a garnish molding button 72 which is connected by a rod 74 to switch actuating means designated generally as 76 and later described in detail. -The switch actuating means is connected by a rod 78 to the locking member 58. Depression of the garnish molding button 72 acts through the rods 74 and 78 and through the switch actuating means 76 to swing the locking member counterclockwise and thus move the intermittent link 50 to locked or uncoupled position. For electric coincidental locking as will later be described, there are motor means designated generally as 8!} connected by a rod 82 to the locking member 58.

In the rear door 14 there is a latch designated generally as 84, which is similar in most respects to the front door latch 20. The principal differences between the front and rear door latches are that the rear door latch does not have an outside key-operated locking device and the rear door latch has a different mechanical hook-up for inside operation to provide a selective free wheeling function which forms no part of this invention and which is shown and described in Patents Nos. 2,871,049 and 2,877,043. Since the front and rear door latches are identical insofar as this invention is concerned, the parts of the rear door latch are designated by the same reference characters as corresponding parts of the front door latch with the addition of a prime The rear door latch may be operated from outside the automobile through a push button assembly 86 slidably mounted in a fixedly mounted gripping handle 88, the push button assembly being connected by a rod90 to the door latch.* For inside operation there is a turn handle 92 mounted on the door inner panel and connected by a rod 94 to a motion transfer bell crank 96 which in turn is connected by a rod 98 to the remote lever 34' in the door latch. For mechanical locking from inside the car, there is a conventional garnish molding button 100 connected by a rod 102 to a motion transfer bell crank 104 which is connected by a rod 106 to the pivotally mounted locking member 58 in the door latch. For coincidental locking the locking member 58' carries a fixedly mounted extension 58a which is connected by a rod 103 to motor means designated generally as 110.

The motor means 110 in the rear door comprises an unlocking solenoid 112 and a locking solenoid 114, both mounted on a frame 116 which is secured in the door. A lever 113 is pivotally mounted intermediate its ends at 120, and the armature 112a of the unlocking solenoid 112 is connected at 122 to this lever on one side of the pivot thereof, while the armature 114a of the locking solenoid 114 is connected at 124 to the lever 118 on the opposite side of the pivotal mounting thereof so that the lever will be rocked upon alternate energization of the solenoids 112 and 114. Since the lever is connected by the rod 108 to the locking member 58', energization of the unlocking solenoid 112 will swing the locking member 58' to its unlocked position while energization of the solenoid 114 will swing the locking member 58 to its locked position. A camming flange 118a on the lever 113 is adapted to operate a switch 126 upon rocking movement of the lever. This switch is in an indicating circuit which will later be described.

In the front door the motor means 80 includes an unlocking solenoid 130 and a locking solenoid 132, both mounted on a frame 134 carried within the door. A lever 136 is pivotally mounted intermediate its ends at 138 on the frame 134, the armature 130a of the unlocking solenoid 130 being pivotally connected to the lever at 140 on one side of the pivotal mounting of the lever and the armature 132a of the locking solenoid 132 is pivotally connected at 142 to the lever 136 on the opposite side of the pivotal mounting 138 thereof. At one end of the lever 136 there is a camming flange 136a adapted to operate a switch 144 which is mounted on the frame 134. This switch is in the indicating circuit mentioned above.

While not illustrated in the drawings, the automobile 10 is provided with front and rear doors on its opposite side and each of these doors has latching and control apparatus similar to that described in connection with the front door 12 and the rear door 14. The wiring diagram of Fig. 9 illustrates the electrical components for both sides of the car, the unlocking solenoid in the other rear door being shown at 112, the locking solenoid being shown at 114', the unlocking solenoid in the other front door being shown at 130, and the locking solenoid in the front door being shown at 132'. In the indicating circuit there is a switch 126 in the rear door and a similar switch 144' in the front door.

An important feature of this invention is that it provides for individual mechanical locking and unlocking operation of each of the doors of the vehicle in conventional manner, i.e., through manual lock operating members comprising garnish molding buttons located in each door, while at the same time it provides for electrical coincidental locking and unlocking through either front door garnish molding button without the addition of any separate manually operable switches. As is well known, in automobiles provided with manual lock operating members in the form of garnish molding buttons as shown in the drawing, a door may be locked by depressing the garnish molding button and may be unlocked by raising the garnish molding button in that door. As will be apparent from the above description of the front and rear door latches, this operation occurs in the system being described. If itis desired to lock or unlock all the doors coincidentally and simultaneously throughtthe motor means described above, it is merely necessary to operate the garnish molding button in either of the front doors in locking or unlocking direction to a position beyond its normal lock or unlock position. In other words, in the front door 12 the garnish molding button 72 may be depressed in the normal manner to lock the door 12 mechanically. If depressed beyond the normal distance, all the other doors of the automobile are coincidentally and simultaneously locked. Similarly, pulling up on the garnish molding button 72 mechanically unlocks the door 12. If the button is pulled up beyond its normal unlock position, all the other doors are coincidentally and simul-.

taneously unlocked by the electrical motor means. As pointed out above, in the front door 12 a switch actuating device 76 is mounted between the garnish molding button and the door latch and is connected to the garnish molding button and to the locking member 58 in the latch. Referring to Figs. 1, 4, 5, 6, 7, and 8, the switch actuating device comprises a frame 150 which is bolted to the inner panel of the door as shown best in Fig. 8. The frame mounts a single-pole, double-throw switch 152 having a tiltable switch actuator 154. Referring for a moment to Fig. 9, the switch 152 has a movable pole 152a adapted alternately and selectively to engagecontacts 15% and 1520, the pole 152a normally being spring-biased out of engagement with either contact so that the switch normally is open. The contact 15% is connected to the unlocking solenoids in each door, all of the unlocking solenoids being connected in parallel; and the switch contact 152a is connected to the locking solenoids in each door, all of which are connected in parallel. A similar switch 155, which may be located in the opposite front door, is connected in parallel with the switch 152.

Referring again to Figs. 1, 4, 5, 6, 7, 8, and 9, a stud 156 on the frame 150 of the switch actuating device pivotally mounts a trip lever 158. This lever has a right angularly extending end portion 158a, having an edge remote from the stud 156 and formed as a notch 158b, the longitudinal extent of which is defined by cars 158s and 158d. The switch operator 154 is received in the notch 158b, the switch operator having a bifurcated portion 154a (see Fig. 8) adapted to receive the notched edge of the trip lever. A centering lever 160 is pivotally mounted on the stud 156 coaxially with the trip lever 158 and is formed with spaced flanges 160a and 16% which straddle the trip lever 158 and provide for lost motion between the trip lever and the centering lever. A hairpin type spring 162 is mounted on the stud 156 and has its opposite ends connected to integral extensions of the respective trip lever and centering lever to yieldably hold said levers in a predetermined'centered relationship.

7 As shown in the wiring diagram of Fig. 9, all the unlocking solenoids 112, 130, 112, and 130 are arranged in parallel and are connected to one contact of each of the switches 152 and 155. Similarly, all the locking solenoids 114, 132, 114', and 132' are arranged in parallel and are connected to the other contact of each of the switches 152 and 155. The movable poles of these switches are connected in parallel to a battery 164 which may be the usual battery which powers the electrical apparatus in the automobile. In Fig. 9 the battery is also connected to one terminal of an ignition switch 166, the other terminal of which is connected through an indicating lamp 168 to a parallel arrangement of the switches 126, 126', 144, and 144, one of these switches being located in each of the doors and being adapted to be operated by the solenoid controlled lever in the door.

Figs. 4, 5, 6, and 7 show the action of the switch actuating device 76 through a complete cycle. In Fig. 4 the door 12 is unlocked, that is, the garnish molding button 72 is in its normal up position and the trip lever 158 is so located that the switch operator 154 is at the bottom of the notch 158b. The centering lever 160 is held in centered position relative to the trip lever by the spring 162. If it is desired to lock the door 12 independently without energizing the coincidental locking system, the garnish molding button 72 may be depressed to its normal lock position. This will shift the rod 74 downwardly and swing the trip lever 158 and the centering lever (through the connecting spring 162) to the position of Fig. 5. Since the switch operator 154 rested in the bottom of the notch 15811 when the parts were in unlocked position, the switch 152 was not actuated by this movement. Also it should be noted that the same manual locking operation could be accomplished by a key in the key cylinder 64 instead of by the garnish molding button 72 if desired.

If it is desired to lock all the other doors of the automobile coincidentally and simultaneously, the garnish molding button 72 is depressed beyond its normal lock position, swinging the trip lever 158 down to the position shown in Fig. 6. In moving from the position of Fig. 5 to the position of Fig. 6, the car 1580' engages and swings the switch operator 154 to actuate the switch 152, closing the switch pole 152a against the lock contact 152a. This will energize the locking solenoid in each door so that all the doors will be locked. Of course, the solenoid 132 in the door 12 will not accomplish the locking since manual operation of the garnish molding button has already swung the lock member 58 to its locked position. Since the lock member 58 was in its locked position when the parts were located as shown in Fig. 5, and since the member 58 is blocked against overtravel in a locking direction by the tab 58a and slot 22a, the centering lever 160, which is connected to the lock member 58, is unable to swing beyond the position of Fig. 5. Therefore, the trip lever 158 moves relative to the centering lever as shown in Fig. 6. Upon release of finger pressure on the garnish molding button, the action of the centering spring 162 will return the trip lever to the position of Fig. 5 where it is centered on the centering lever. This return of the trip lever to the position of Fig. 5 causes deenergization of the switch 152 so that the locking solenoids do not remain energized after the doors are locked. As pointed out above, there is an overcenter spring in each of the door latches to yieldably hold each of the locking members in either locked or unlocked positions.

Fig. 7 shows how coincidental unlocking may be accomplished. In Fig. 7 the garnish molding button has been raised beyond the normal unlocked position illustrated in Fig. 4, pulling up on the trip lever 158 and causing the ear 158d to swing the switch operator 154 and close the switch 152 against the unlocking contact 152b. With the parts in the position of Fig. 7, the trip lever 158 is offcenter relative to the centering lever 160 because the can tering lever 160 is held by the rod 78 which connects it to the locking member in the door latch. Consequently, when finger pressure on the garnish molding button is removed, the centering spring 162 will return the parts to the position of Fig. 4.

When the solenoids in each door operate to swing the lever to which their respective armatures are connected, the switches 126, 126, 144, and 144 are actuated, these switches being open when the door with which each is associated is locked and closed when the door with which each is associated is unlocked. Consequently, if the system fails so that any one or more of the doors does not lock, a circuit will be closed through the indicating lamp 168 whenever the ignition switch 166 is closed. The lamp 168 may be mounted on the instrument panel of the automobile or in some other readily visible location to give an indication that one or more doors are not locked.

While I have shown and described one embodiment of my invention, it is capable of many modifications. Changes, therefore, in the construction and arrangement may be made without departing from the spirit and scope of the invention as set forth in the appended claims.

I claim:

1. Avehicle door locking system comprising, in combination, a latch on the door having a locking member movable between locked and unlocked positions, motor means connected to said locking member for moving it between locked and unlocked positions; switch means on the door for energizing said motor means; a manual lock operating member on the door; switch actuating means mounted on the door adjacent said switch means, said switch actuating means comprising a pivotally mounted trip lever having a lost motion connection with said switch means, a centering lever pivotally mounted coaxially with said trip lever and having a lost motion connection therewith, and spring means interconnecting said trip lever and centering lever for yieldably holding said levers in predetermined relationship; mechanical means connecting said manual lock operating member to said trip lever; and mechanical means connecting said centering lever to the locking member in said door latch, whereby movement of the manual lock operating member a predetermined distance in one direction moves said locking member through said mechanical means and movement of the manual lock operating member beyond said predetermined distance in one direction operates said switch means through switch actuating means to energize said motor means.

2. A vehicle door locking system comprising, in combination, a latch on the door having a locking member movable between locked and unlocked positions; motor means comprising locking and unlocking solenoids connected to said locking member for moving it between locked and unlocked positions; switch means on the door for energizing said motor means; a manual lock operating member on the door; switch actuating means mounted on the door adjacent said switch means, said switch actuating means comprising a pivotally mounted trip lever having a lost motion connection with said switch means, a centering lever pivotally mounted coaxially with said trip lever and having a lost motion connection therewith, and spring means interconnecting said trip lever and centering lever for yieldably holding said levers in predetermined relationship; mechanical means connecting said manual lock operating member to said trip lever; and mechanical means connecting said centering lever to the locking member in said door latch, whereby movement of the manual lock operating member a predetermined distance in one direction moves said locking member through said mechanical means and movement of the manual lock operating member beyond said predetermined distance in one direction operates said switch means through switch actuating means to energize said motor means.

3. A vehicle door locking system comprising, in combination, a latch on the door having a locking member movable between locked and unlocked positions; an unlocking solenoid connected to said locking member for moving it from locked to unlocked position; a looking solenoid connected to said locking member for moving it from locked to unlocked position; switch means on the door for selectively energizing each of said solenoids; a manual lock operating member on the door; switch actuating means mounted on the door adjacent said switch means, said switch actuating means comprising a pivotally mounted trip lever having a lost motion connection with said switch means, a centering lever pivotally mounted coaxially with said trip lever and having a lost motion connection therewith, and spring means interconnecting said trip lever and centering lever for yieldably holding said levers in predetermined relationship; mechanical means connecting said manual lock opcrating member to the trip lever; and mechanical means connecting said centering lever to the locking member in the door latch, whereby movement of the manual lock operating member a predetermined distance in one direction moves said locking member through said first-mentioned mechanical means and movement of the manual lock operating member beyond said predetermined distance in one direction operates said swichmeans through the switch actuating means to energize one'of saidsole noids;

4. A vehicle door locking system comprising, in combination, alatch on the door having a locking member movable between locked and unlocked positions; stop means for limiting movement of said locking member; an unlocking solenoid connected to said locking member for moving it from locked to unlocked position; a locking solenoid connected to said locking member for moving it from unlocked to locked position; single-pole doubletlirow switch means on the door for selectively energizing each of said solenoids; a movable garnish molding button the door; switch actuating means mounted on the door adjacent said switch means, said switch actuating means comprising a pivotally mounted trip lever having a lost motion connection with said switch means, a centering lever pivotally mounted coaxially with said trip lever and having a lost motion connection therewith and spring means interconnecting said trip lever and centering lever for yieldably holding said levers in predetermined relationship; a rod mechanically connecting said garnish molding button to the trip lever; and a rod mechanically connecting said centering lever to the locking member in the door latch, whereby movement of the garnish molding button a predetermined distance in one direction moves said locking member through said firstmentioned rod and movement of the garnish molding button beyond said predetermined distance in said one direction operates said switch means through the switch actuating means to energize one of said solenoids.

5. A a coincidental door locking system for a vehicle having a plurality of doors comprising, in combination, a latch on each door, each latch having a locking member movable between locked and unlocked positions; motor means on each door connected to the locking member on the door for moving it between locked and unlocked positions; switch means on one door for energizing the motor means in each door; a manual lock operating member on said one door; switch actuating means mounted on said one door adjacent said switch means, said switch actuating means comprising a pivotally mounted trip lever having a lost motion connection with said switch means, a centering lever pivotally mounted coaxially with said trip lever and having a lost motion connection therewith, and spring means interconnecting said trip lever and centering lever for yieldably holding said levers in predetermined relationship; mechanical means connecting said manual lock operating member to the trip lever; and mechanical means connecting said centering lever to the locking member in said one door, whereby movement of the manual lock operating member a predetermined distance in one direction moves the locking member in said one door through said mechanical means and movement of the manual lock operating means beyond said predetermined distance in said one direction operates said switch means through the switch actuating means to energize the motor means in each door and move the locking member in each latch.

6. A coincidental door locking system for a vehicle having a plurality of doors comprising, in combination, a latch on each door, each latch having a locking mem ber movable between locked and unlocked positions; an unlocking solenoid in each door connected to the locking member on that door for moving it from locked to unlocked position; a locking solenoid in each door connected to the locking member on that door for moving it from unlocked to locked position; a switch on one door for selectively energizing each of the locking solenoids or each of the unlocking solenoids; a manual lock operating member on said one door; switch actuating means mounted on said one door adjacent said switch, said switch actuating means comprising a pivotally mounted trip lever having a lost motion connectionwith said switch, a centering lever pivotally mounted coa rially. with said trip lever and having a lost motion connection therewith and spring means interconnecting said trip lever and centering lever for yieldably holding said levers in predetermined relationship; a rod mechanically connecting said manual lock operating member to the trip lever; and a rod mechanically connecetd said centering lever to the locking member in the door latch in said one door, whereby movement of the manual lock operating member a predetermined distance in one direction moves the locking member in said one door through said first-mentioned rod and movement of the manual lock operating member beyond said predetermined distance in said one direction operates said switch through the switch actuating means to energize a solenoid in each door and move the locking member in each latch.

7. In a vehicle door locking system having a latch on the door with a locking member movable between locked and unlocked positions, motor means connected to said locking member for moving it from locked to unlocked position, switch means for energizing the motor means, and a manual lock operating member on the door, switch actuating means, including: a trip lever pivotally mounted on the door adjacent said switch means and having a lost motion connection with said switch means, a centering lever pivotally mounted on the door coaxially with said trip lever and having a lost motion connection therewith, and spring means interconnecting said trip lever and centering lever for yieldably holding said levers in predetermined relationship; a rod mechanically connecting said manual lock operating lever with said trip lever; and a rod mechanically connecting said centering lever tothe locking member in the door latch, whereby movement of the manual lock operating means a predetermined distance in one direction moves said locking lever through said mechanical means and movement of the manual lock operating member beyond said predetermined distance in said one direction operates said switch means through the switch actuating means to energize said motor means.

References Cited in the file of this patent UNITED STATES PATENTS 2,186,546 Lakin Jan. 9, 1940 2,339,170 Jacobs Jan. 11, 1944 2,366,391 Dodge Jan. 2, 1945 2,765,647 Carroll Oct. 9, 1956 2,799,154 Beal July 16, 1957 UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No 2,934,930

May 3, 1960 Louis I Garvey e-printed specification ppe are in th d that the said Letters It is hereby certified that error a orrection an oi the above numbered patent requiring c Patent should read as corrected below.

Column 7 line 75, for "swich" read switch column 8, line 13, after "button" insert on column 9, llne 6, for "connecetd" read connecting and sealed this 1st day of November 1960.

Signed Attest:

KARL no AXLINE ROBERT c. WATSON I Commissioner of Patents A't testing Officer UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION May 3 1960 Patent No Louis Po Gervey oertified'that error appears in the-printed specification ered patent requiring correction and that the said Letters d as corrected below.

It ishereby of the above numb Patent should rea Column 7, line 75, for "swich" read switch eolumn 8, line 13. after "button" insert on column 9, line 6,, for "connecetd" read connecting Signed and sealed this 1st day of November 19600 \'itiest: 7

sum H... AXLINE ROBERT (J. WATSON I Commissioner of Patents Attesting Oflicer

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US2186546 *Oct 25, 1937Jan 9, 1940Ternstedt Mfg CoTelltale device for an electrical coincidental door locking system
US2339170 *Jun 27, 1941Jan 11, 1944Gustave E BerlinerAutomobile door lock control device
US2366391 *Mar 24, 1941Jan 2, 1945Jr William W DodgeControl mechanism for vehicles
US2765647 *Nov 16, 1953Oct 9, 1956Glenn H CarrollMultiple locking mechanism control
US2799154 *Nov 17, 1953Jul 16, 1957Josephine BealLocking system for automotive vehicles
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3030794 *Sep 25, 1959Apr 24, 1962Gen Motors CorpCoincidental door locking apparatus for an automobile
US3234010 *Dec 31, 1962Feb 8, 1966Harold A MahonyApparatus and process for high speed scrap smelting
US3360970 *Jun 24, 1965Jan 2, 1968William Allen Hays Jr.Push-pull door handle assembly
US3602019 *Jul 1, 1969Aug 31, 1971Aisin SeikiDoor-locking arrangement for automotive vehicle
US3612207 *May 11, 1970Oct 12, 1971RenaultVehicle door lock safety latching systems
US3653237 *Aug 19, 1969Apr 4, 1972Essex International IncPower locking and unlocking apparatus for vehicle doors
US3720084 *Dec 11, 1970Mar 13, 1973Peugeot & RenaultElectromagnetic and manual control systems of vehicle door locks
US4109637 *Jan 6, 1977Aug 29, 1978Les Industries Bfg LimiteeLatch mechanism for pyrolytic range
US7097212 *May 30, 2002Aug 29, 2006Arvinmeritor Light Vehicle Systems (Uk) Ltd.Mechanism
DE1955239A1 *Nov 3, 1969May 27, 1970Essex International IncServoversperr- und -entsperrvorrichtung fuer Fahrzeugtueren
DE2929967A1 *Jul 24, 1979Feb 5, 1981Opel Adam AgCentralised locking system for car doors - has switching lever pivoting in cylindrical bearing with plug-in shaft
Classifications
U.S. Classification70/264, 180/54.1, 292/201, 200/61.62, 292/144
International ClassificationE05B65/36
Cooperative ClassificationE05B77/48
European ClassificationE05B77/48